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Nanotechnology Applied in the Design of the Next Generation of Canadian Concrete Pavement Surfaces

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Nanotechnology Applied in the Design of the Next Generation of Canadian Concrete Pavement Surfaces Nanotechnology Applied in the Design of the Next Generation of Canadian Concrete Pavement Surfaces by Marcelo Andres Gonzalez Hormazabal A thesis presented to the University of Waterloo in fulfillment of the thesis requirement for the degree of Doctor of Philosophy in Civil Engineering Waterloo, Ontario, Canada, 2014 ©Marcelo Andres Gonzalez Hormazabal 2014 i AUTHOR'S DECLARATION I hereby declare that I am the sole author of this thesis. This is a true copy of the thesis, including any required final revisions, as accepted by my examiners. I understand that my thesis may be made electronically available to the public. ii Abstract High friction response in pavement improves road safety, while reduced noise production from the tire- pavement interface benefits public health and the economy of a country. According to Transport Canada, highway crashes cost Canadians approximately $67 billion annually. The economic impact of noise is difficult to quantify; however, billions of dollars have been invested in noise barriers as noise mitigation alternatives. Roadway safety is related to many factors including the friction characteristics or skid resistance of pavements. Lack of sufficient friction at the tire-pavement interface is a significant contributing factor to vehicle crashes. Skid resistance of pavement is affected by both: the microtexture of the pavement as related to the fine and coarse aggregate properties in the mortar phase of the concrete mixture; and by the macrotexture, which is defined as the measurable grooves formed in the plastic concrete during the finishing operation, or created in the hardened pavement with cutting heads consisting of uniformly spaced circular diamond saw blades. Traffic noise is also a growing concern for public health and the country’s economy. Tire-pavement noise predominates over the other sources of roadway noise in many circumstances. Under accelerating conditions, the tire-pavement noise is dominant at speeds greater than 35 to 45 km/h for cars, and 45 to 55 km/h for trucks. Although the tire-pavement noise is generated through a variety of mechanisms at the tire-pavement contact patch, it is recognized that a proper design of Portland cement concrete (PCC) pavement surface may assist in reducing noise levels and thus has prompted the evaluation of new macrotextures. However, an optimization process must be carried out to achieve adequate friction while reducing noise generation through macrotexture because large macrotexture can increase friction and generate excessive noise due to an inadequate tire-pavement interaction. Next Generation Concrete Surface (NGCS) is the first new concrete pavement texture introduced in the United States in the last 20 to 30 years. NGCS also has the quietest texture developed for conventional concrete pavements, mainly through macrotexture modification. The construction process uses conventional diamond grinding equipment, but the blades have a different configuration in the drum. Currently, after the evaluations of long term pavement performance and noise characteristics of the NGCS, concerns have been reported regarding durability and increased noise level over time. In this research, a laboratory investigation examined how friction, noise absorption, and surface durability can be improved by modifying the concrete microtexture. The innovative approach of this iii research involved investigating those properties of concrete pavement through microtexture modification using nanotechnology. Nanotechnology involves manipulating materials at scales below 100 nm. Two different products were investigated: nanosilica applied in the cement paste, and a nano lotus leaf solution applied as a coating to mimic the lotus leaf effect. Several concrete mixes were prepared and tested in the laboratory. Results reveal that microtexture modification through the addition of nanosilica can change the properties of fresh concrete, hardened concrete, and concrete durability. In fresh concrete, the main findings indicate that nanosilica reduces the concrete slump and also reduces the air content for a given water cement ratio; however, the slump and air content can be adjusted using High Range Water Reduced and Air Entraining Admixtures. In hardened concrete, results reveal that a small amount of nanosilica can accelerate the hydration process and enhance the compressive strength and the friction response. Results also reveal that nanosilica cannot significantly modify the sound absorption coefficient. Scanning Electron Microscope (SEM) images in hardened concrete provide insight into the impact that the nanosilica has on the Interfacial Transition Zone (ITZ). Nanosilica can reduce ettringite crystal formation in voids and can also produce a denser and a more compact cement paste. Regarding durability, several abrasion tests using the rotating cutter method indicate that nanosilica can enhance the concrete’s abrasion response, resulting in better wear resistance and durability of PCC road surfaces. Freezing and thawing, and scaling resistance results show that nanoconcrete is able to reduce the external damage on the PCC surface. Regarding the coating mimicking the lotus leaf effect, several concrete mixes were prepared and tested in the laboratory. Visual inspections demonstrate that it is possible to create the lotus leaf effect on concrete surfaces. Laboratory results reveal that the coating is able to maintain the friction response of concrete surfaces; however, results also reveal that the sound absorption coefficient is not significantly affected by the coating. Further research must be done to determine the coating impact on the hydroplaning effect when a heavy rainfall is present. iv Acknowledgements I would like to express my sincere acknowledgements to the many people who have supported me during the successful completion of my PhD. First, my deepest gratitude is given to my advisor Dr. Susan Tighe. It was a complete privilege and honor to work with her. Many thanks for her advice, guidelines, patience, generosity, and contributions as she made my PhD program very enriching and productive. Second, I give many thanks to my lovely family (Gloria and Matias) for their emotional support and for believing in my decisions. As well, my heart goes out to my parents (Fernando and Maria) for their continuous emotional and economic support. I am grateful to my brothers (Eduardo y Fernando), Lela, Camila, Rodrigo and Paz, for their continuous concern and support. To my mother- in-law Gloria for her endless help and generosity. To Jazmina, Renato, Gabriel and Angela for their support too. Special thanks to Dr. Jeffrey West, Dr. Mahesh Pandey and Dr. Boxin Zhao for their kind disposition and for providing advice. Also, I want to acknowledge Dr. Jeffery Roesler for his interest in my research and his role as the external examiner. Special thanks to Dr. John Medley for his assistance in providing me with valuable insight on tribology. The contributions of the Chilean National Scholarship Program from CONICYT for sponsoring my PhD is much appreciated. Special gratitudes goes to my friend Cleyton Viera de Vargas for his friendship, generosity and good sense of humor. Thanks goes to Cibele Oliveira as well for her kind friendship. Special thanks to Dr. Guillermo Thenoux who mentored me during my first steps as researcher and Dr. Alondra Chamorro for encouraging me to pursue my PhD in Canada. Special gratitude to Dr. Li Ningyuan and his family for their kind friendship with me and my family. Thanks to Dr. Md. Safiuddin for his help and advice on the experimental design during the initial phases of my research. Thanks to Jodi Norris from the Center of Pavement Transportation Technology (CPATT) for her help as I was beginning my research. Also I would like to acknowledge the contribution and continuous collaboration of Mr. Alain Francq (Managing Director of Waterloo Institute of Nanotechnology (WIN)). I am also thankful to Dr. Boxin Zhao, and his PhD student Hamed Shahsavan for their assistance with the tribology test and Nina Heinig for her assistance in the SEM tests. v I want to acknowledge the support and contribution of the Cement Association of Canada (CAC), particularly Rico Fung, Director of CAC’s Markets and Technical Affairs in Ontario. As well, the Natural Science and Engineering Research Council of Canada is appreciated through their Collaborative Research Development Program. In addition, the author is grateful to Mr. Cam Monroe from BASF Canada for the supply of chemical admixtures used in the present study. Also, my gratitude to St Mary’s and Holcim Cement for the supply of cement used in the present study. Special thanks to my friends Gonzalo Sandoval, Carlos Montes and Erick Saavedra for their continuous support and motivation. My special acknowledgements goes to the University of Waterloo’s staff Richard Morrison, Douglas Hirst, Rob Sluban, Terry Ridgway, Anne Allen, Mark Merlau, Mark Sobon, Laura Wilson and Victoria Tolton. They provided unlimited technical help during my research. Also, thanks to Mary McPherson of UW´s grad writing services. Finally, my heartfelt thanks to my colleagues and friends from the Center for Pavement Transportation Technology (CPATT) as they provided much joy during my research: Doubra Ambaiowei, Zaid Alyami, Janki Bhavsar, Laura Bland, Amin Hamdi, Hanaa Alwan, Karolina Konarski, Andrew Northmore, Aleli Osorio, Dan Pickel, Alain Duclos, Xiomara Sanchez, Sonia Rahman, Cheng Zhang and Gulfam Jannat. To Pino, Kathy and Adam, co-op students
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